Torque converter drive



Sept. 13, 1949. E. F. NoRELlUs 'y 2,481,529

EMIL F. NORELIUS A TTORNEYS Sept 13, 1949- E. F. NoRELlus 2,481,529

TQRQUE CONVERTER DRIVE Filed Sept. 21, 1945 l 2 Shasta-Sheet 2 Fig: Z

INVENTOR. EMIL F. NORELIUS ATTORNEYS Patented Sept. 13, 1949 UNITED v.ST-AT ES TT ENT 'OFF ICE 52,481,529 TRQUE CONVER'R'DRIVE Y Emil F. Norelus, Springeld, Ill. Applicationseptefnbr 21, iiifsjsenal 310.1611884 'C1aims. (C1. vii-#677) (Gant'ea under 'theaet hf'Mareh aises, as

Y' The inventionA describedherein may be manufactured and used by or for theGovernment for governmentaljpurposes,'without the payment to me of any royaltythereon This 'invention relates to 'power transmission devices, and more particularly to a power ltrans- -mission ,devicejcomprising a mechanical gear ltrain-.and a'hy'draulic gear for automotive installations.

`Inv military tanks, and in tractors, trucks and automobiles, a high starting torque is required to accelerate the Vehicle from a standing start. As'the speed increases, the torque required to sustain the motion decreases continuously. Therefore," in military vehicles, especially where high maneuverability and mobility are necessary, lit is essential that a continuously variable type of transmission be employed so thatthe engine may continuously supply vpower to the vehicle drive. Because `of these requirements, the well knownTottinger'type vof fluid`torqu'e converter having a stationary guide'wheel (reference Patent No, 1,199,364) has been used with success in some automotive installations. However, considerable diiiiculty has been experienced with such installations, becauseiof high luelv consumption and difficulty in cooling both the engine and the torque converter, particularly, in portions of the speed range where theefflciency is low.

Coats in'Patent No. 1,760,480 made considerable improvement by mounting the guide wheel of the torque'converterona one-Way brakeso that the guide wheel is fixed in'one direction of rotation and rotatableiin the other direction. In this unit, the torque varies automatically, with high Leihfci'ency throughout most'of the speed range. 'But it-has been'rather difficult to' achievehigh torque capacity -in fthe highspeed direct drive'ran'ge and still maintain thehigh efficiency.

-Previousattempts to Overcome the basic dimculties of producing a 'transmission with therequired flexibility and'high efliciency,'particularly at high speed, have usually included' mechanisms v'suchas valves, governors, brakes and clutches, which are expensive and .which require delicate adjustment and very considerable servicing and maintenance.

IOne object of my invention is to devise atransmission unit, particularly suitable, because of its utmost simplicity -for application to military tanks, tractors, trucks'and automobiles, which has, high torque at rthel output shaft for load startingmability and which hasY-,inherently-automatic and continuously variablehanee tp. a

`higher efficiency unit when the input and output 55 l I 2 shaftsfare operating at orvnear the same speed.,

f-,Anotherrobiect of lmy invention is to accomplish the above wihoutgthle use ofv brakes, clutches or similarrubbing friction devicesand Without the use of governors orother elaborateor complicated valving or synchronizing devices common to automaticitransmssion designs.

A lfurther :Object ofmyinvention is to provide a design which will allow the use of arelatively smallen, higher efciency hydraulic circuit by operating the impeller at a speed higher than that of the ,input shaft.. A nstillfurther object o f my invention lis to provide a continuously variabletransmission unit of utmost simplicityv Which will always operate through the iiuid drive, .thus having the advantages -of smooth, 'shockless vibrationless, continuously-variable p ower transmission `and acceleration underdriving povvenand which will be highly suitable for. 'the combination with 'and utilization orf-the normal flexible characteristics of present internalcombustion engines, thus giving great maneuverability and mobility and high fuel economy to=any vehicle in which the combination is'installecl An .additional objectv of my invention is to provide. a means 'of increasing both the effective high Vspeed torque capacity andtheoverall e'iciency cfa-fluid transmission by'providing a means for `driving both .the impeller andthe reaction memeber'r of the fluid transmission, `when the speed of -the output shaft approaches `that of the input shaft, thec'o'ndition for directV drive.

Afstill additional 'object of my `invention vis to provide-.Ya y"continuously variable transmission 'which "will substantially 'rotate as aunit at'high effieiencywhen the relative torque and speed ''Oldtls'Wthihtle'lit approach thosev 0f l"direct drive.

Fon 'a better understanding of myV invention, to- `getlfier with lotherand further Objects4 thereof, Ireference is-'h'adto the following description, taken in connection with' the' accompanying drawings,"and its -sc'ope will be pointed out'in theappended claims:

.accordance with my invention. In thisdrawing,

I haveillustrated a gear train A and an hydraulic Adevice B.

'Fig.j2, is asimilar .illustration in which I lhave incorpdrated as modications', two', optionaL'oneway clutches.` Y, ,M

In Fig. 1, the gear train Amprises a. ring gear :mounted on linput shaft l0 which is rotatable '10, 1943. :other similar or well known hydrodynamic trans- 3 in bearings and 26 and in oil seal 3| mounted in retainer 32. Engaging the ring gear II are a plurality of planet gears I2 which are xedly mounted on a plurality of shafts I3, on which are also xedly mounted, a plurality of planet gears I4 having a preferably larger diameter than planet gears I2. Gears I2 and I4 are retained on shaft I3 by means of nuts I5. Shafts I3 are rotatably mounted in the planet bearings I6 of planet carrier I1. The planet carrier I1 is mounted in the transmission case member I8 by means of the splined reaction shaftV I9 which is mounted in splines 20 of a conventional cam and roller type of one-way brake composed of cammed inner race 2 I, bearings 22, outer race 23 and rollers 24. Oil seal 33 is mounted in retainer 34 which also serves to hold tight the components of the one-way brake in the transmission case member I8. Attached to the outside of the planet carrier I1 is an enclosing member 21, which rotates with the planet carrier I1, and which is provided with a bearing 28, an oil seal V29 and' retainer 30. Planet gears I4 engage thering gear 35, which is splined onto one end of the hollow intermediate Y drive shaft 36 and retained by nut 31. The hollow intermediate drive shaft 36 comprises an exterior portion 38 adapted to form a bearing surface for bearing 28 and a sealing surface for oil seal-29 and a flanged end 39. A sleeve 40 for spacing the bearings 4| and a nut 42 are provided in the hollow interior .of the shaft 36. The planet carrier I1, previously referred to, has a central hub 43 which has internal splines 44 adapted to be mated on similar splines 45 of the intermediate reaction shaft 46. The intermediate reaction shaft 46 is rotatably mounted in the bearings 4| of the intermediate drive shaft 36 and also in the pilot bearing 41 mounted inside ring gear II for the purpose of ensuring concentric alignment.

The intermediate drive shaft 36 and the intermediate reaction shaft 46 serve to operably connect the gear train A, described above, to the hydraulic device B.

Hydraulic device B, shown in the accompanying drawing, is essentially the hydrodynamic transmission shown in the pending patent application, Serial No. 509,682 of John F. Swift, filed November However, it is to be understood that missions can be substituted therefor.

, The hydraulic device B comprises a casing in whichV pump, turbine and reaction wheels provided with vanes circulate fluid in the direction indicated by the arrows and thereby transmit Vpower from one wheel to another. It includes inr Vits construction, elements which provide for proper cooling of the fluid, expansion of the fluid, and generation of sufiicient fluid pressure to prevent cavitation. Y

In hydraulic device B, the pump wheel 48 is `provided on its driving disc 49 with a flange 50,

which is fastened to fiange 39 of the hollow intermediate drive shaft 36 by means of bolts 5I. The turbine wheel 52 is provided with a central web 53 and a central hub 54 to which is fastened by means of bolts55 the flange 56 of output shaft 51. The output shaft 51 is rotatable in bearings 58 mounted in transmission oase member 59 which is rigidly connected to transmission case 60 by means of bolts 62. Transmission case 60 is also connected to transmission case member I8 by bolts 64; thereby transmission case members I8 and 59 form, with case 60, a rigid foundation for my cornplete transmission unit.

The reaction wheel 66 is provided with a central 4 web 61 and a central hub 68 which has internal splines 10 adapted to be mated on similar splines 12 of the intermediate reaction shaft 46. Nut 14 retains hub 68 of reaction wheel 66 on the intermediate reaction shaft 46. A pilot bearing 16 mounted in hub 54 of turbine wheel 52 serves to guide the endV portion 18 of the intermediate reaction shaft 46, providing concentric alignment therefor.

Pump wheel 48 is provided with an exterior flange 80 forattachment by means of bolts 82 of rotatable housing member 84. Housing member .84 is providedv with a threaded filler pipe 86 adapted to receive the threaded llercap 88, and also with a threaded hub 90. A bellows seal,

96 and seal nosepiece 98, and with ring 92 threaded into hub 90, seals against alseal ring I 00 whichis mounted on hub 54 of turbine wheel 52. This seal prevents leakage of fluid from the hydraulic circuit between the housing hub and the turbine hub 54. f Y

Pumpwheel 48 is provided with an exterior rotating radiator unit composed ofV outlet Vmanifold |92, a plurality of cooling tubes |84, fan blades |96, fan shroud I 08 and inlet manifold I III, whereby fluid from the hydraulic circuit is circulated through a plurality of holes |I2 to the exterior rotating radiator unit and is returned to the hydraulic circuit through a plurality of holes II4, because of dynamic pressure differentials in the hydraulic device B. AThe complete theory and construction of this type of exterior rotating radiator is described in complete detail in said pending patent application, Serial .No. 509,682 vof John F. Swift. Y

Pump wheel 48 isralso provided'with a set of pump vanes I|6 which are rmly attached to pump Wheel drivingdisc 49 by welding or other suitable means. A bellows seal, comprised of threaded ring II1, bellows II8, spring |29 and seal nosepiece |22, and withring II'I threaded into'flange 50, seals against a seal ring |24 which is mounted on intermediate reaction shaft 46. This prevents any leakage of fluid from the hydraulic circuit between the pump Wheel flange 59 and the intermediate reaction shaft 46.

Pump vanes |I6 rotate with the pump wheel 48 and create a centrifugal pressure which acts outwardly on the main hydraulic circuit to reduce or. prevent cavitation. To equalize this pressure throughout the hydraulic circuit, a. plurality of holes |26 and |28 are provided in central web 61 of reaction wheel 66, and in central web 53 of turbine Wheel 52, respectively.

In Fig. 2, the gear train A andthe hydraulic device B are essentially the same as in Fig. 1, and therefore, I have used the same numbers with prime marks for enumerating these parts in Fig. 2. The difference lies in the addition of two one-Way clutches, in the power transmission of Fig. 2, to

Vthe power transmission' shown in Fig. 1.

Whenever the former tends r.to overrun the latter.

In Figure 2, I have also introduced between the intermediate reaction shaft 46' and the central hub 54 of turbine wheel 52', a conventional .one- -Way clutch composed of rcamm'ed inner race |36', bearings I 33', rollersV |40 and Vouter yrace |42",

.havethefsame .sensei of rotation, but TRE will have 'This .onekway clutch ser-vestir loci:y the interfthefollowirxg mannen a. YWith output Shaft '5l Stationary, as when aychiclefis at, reStLfpovverisupplid tothe transmission throuah drive .shaft l 9. and-ring gear H to planctaearslland Hf and thence to rias gear 35. The reaction torque. of -pla net gears L2 and 445 :iS: takenby the pianetcarrier l1, restrained ,f-ronr-rotation by .ene-way lloralfze 'rneansflg 2 3 and gland an .opposite reactiontorde oreaction Wheel 66 as new descrihed Tlieraction torque offplanetgears- 1 2 andlduhas the same rotational sense as the torque of the ring gear H. Ring gear 35 1jotatoes in thefsarne direction as'r tle drive shftrl and; supplies Pwr. tothe' sufrir Wheel 48. Il'fiigrip vv-heel 4 8 circulates .tlirou M toroidalv fluid circuit v(oo irnzle'ted turline 5 2- and reactionyvheel" 66) causing t "'rdues on the turbine wheel 52 and reaction vvh'eel 6 6, which may be expressed mathematically as' 'fllotv'sfwhere:

The torque ratio pY is* n fr P TP The lvalue of eac-h of these factors will vary with the detailed design ofv the hydraulic device i3, but i-ngei-ier-alfwith' a stationary output shaft. 5l, TR Will-*beconsiderably greater than Tg and Tr Willf also be' lgreater than T P. *grand T p vvill vthe oppositefsen e.

Ijhe reaction TR of reactinvrheel E36 istras mitted to the intermediate reactionf'sliafft'l, arid thenceback to `the planet carrier l`7.

For a s ungearonstruction, Whichl-'-have not fiilustrated; but which is well-known in theart,

Thus it can b e s'e that a 'vvi'lf1 selection of themagnitudcof thetorquc Y reaction Td is'pssible by careiul selectionof .the gear ratios' and planetary construction.

The construction of various plantaryzsystns is wellknown and consequentlyjlavlot attempted to show all the variatiorispossille. In practice I prefer vto select a consti the planetary system" Whicliwill a planetary ratio, 1', or less than 1,; sc tliat there t'vifll )cela speed-upof the hydraulic device B. A lsfo` Ip that the `reaction tgrq'ueof the planetary' rir Ily be small;y In this way I 'jget arrire efli'cint and smaller size hydraulic deviceB 'e' to the faster rotation and I do not alllen' M' the maxirum torque ratio B produces at output shaft 51. Alsoy the reaction torque of the planet carrier With this clioice' of planetary system will oppose the reaf ion'torque of the reactionwheel 66 andjhenc'e di? Ythe total reaction A1', ;1 'qu .e =vv l 1i ch is iialfen'.cyfftti'ev` one- Way brakemounted in'tiansrnission ca-'se' 1 6.

b. As the output shaft 51 startsmto *rtaftel the output torque produced by hydraulic device 4B will continuously decrease,- assurninga constant input torque and speed supplied input shaft 'I Likewise the reaction torque of -reaction Wheel' 56 Will continuouslyl decrease due to thechaugedconditions' With-inr the' fluid circuit o f vthe hydraulic device B; This characteristic Vis Well knovvn'in'tlie torque-converterart.

c. As 'the output s -haft- 5 1 continues-to speedup relative totheinput shaft lil, the torque of both the turbinewheel 5 2 and thereact'ion'vvhel' 66 will continue to decrease until finally'a condition will be attained at Whichthe reactionftorqe'of the reactionwheel 66 will just equaltle counter reaction torque producedby the planet carrier |51. Atthis point therewillbe'no netreaction torque on-the one-WasX brake of the transmission'casl.

d. As rthe output shaft- 51 continues to speedup relative tothe input shaft`10- there Wfilllb'e .further tendency for the reaction torque'ofthereactin wheel tlitodecrease.A I-Ipvy'ever, any'decreasein the reaction torque or reactiorifwhl 66 si/ ill `lt in -the 'counter reaction torqueof theplanet cai- 7 rier I1 causing rotary motion of the planet carrier I1 and forcing the reaction Wheel 66 to rotate in the same direction as the p ump wheel and turbine wheel of hydraulic device B. Hence, in effect, the engine will supply power via the epicyclic gear A to both Ypump wheel 4,8 and reaction wheel 66. There will be no net reaction torque on the transmission case memberi and the one-way brake will be released. In effect Vboth the epicyclic gear train A and the hydraulic device B `will be rotating freely. The speed of the output shaft: 51

willapproach that ofthe input shaft vIII and thus `approximate a direct drive condition. vThere will be a slight lagofthe output shaft 51 behind that of the inputshaft Il), because of the necessity of circulating fluid in the torque converter, with its attendant reduction in eiciency. I-Iowever, because both the pump wheel 48 and the reaction wheel 66 are supplying power to the fluid the torque capacity of thehydraulic devi-ce B will be high and the efficiency will' stay up near the peak of its eiciency curve. f

e. Further increase in speed of the output shaft 51 can be attained by a reduction in torque load thus resulting in improved efficiency ofthe hydraulic device B; or further increase inr speed of the output shaft 51 may be attained through an increase in the speed of the input shaft I0. An

Y the output shaft 51 will be reduced, and the operatingV conditions within my transmission device will change in the vreverse order. The l reaction torque of the reaction wheel 66 will increase until it approaches that off the, counter reaction torque of the planet carrier I1. Thus the planet carrier will slowdown; and, at such a condition that the two reaction torques are just equal, further rotary motion of the reaction wheel 66 and planet carrier l1 will cease. Further increase in the reaction torque of the reaction wheel'GB will cause its magnitude to exceed that of the counter reaction torque of the planet carrier'I1, the excess reaction torque will cause the one-way brake vin the transmission case member I8 to function and lock the planet carrier I1 in a stationary position.

g. As the torque requirements increase still further, the speed of the output shaft 51 will be reduced until finally a condition will be reached when the output shaft 51 will be brought to a complete stall. This completes the cycle of operation of my power transmission device of Fig. 1.

The operation of my modified transmission de- Vice shown in Fig. 2 is very similar to thatshown in Fig. 1. The device will act exactly as described above up to the conditionwhere the reaction wheel 66 and the planet carrier start to rotate.

If the torque requirements of this unit fall off, there will also result an increase in speed of the reaction wheel 66. As this speed approaches and tends to exceed that of the output shaftV 51', the

one-way clutch interposed between the inter-Y mediate reactionshaft 46 and the central hub 54' of turbine wheel 52 will lock up and preventk the reaction wheel 66 fromoverrunning the turbine wheel 52'. As the speed of vthe reaction wheel 66 increases still further and hence approaches andY tends to exceedthat of the Vintermediate drive shaft 36', the one way clutch intery posed between the intermediate reaction shaftV 46 and the intermediate drive shaft l36 will lock up and prevent the reaction wheel 66' from overrunning the pump wheel 48'. Under these conditions of operation, which occur when thefoutput shaft is being driven by an exterior load,v as when coasting down a hill, my transmission device rotatesfas a reverse direct-drive, enabling the-en'- gine of the vehicle to act as a brake and slow down the vehicle,thus keeping the v ehicle under controlat all times.- 'Y y f n As the output shaft '51V slows down and power is again supplied `by the engine, the one-way clutches Ywill progressively free themselves in the reverse order and the transmission unit of Fig. 2 will again function exactlya's described above forFg. 1. 'Y VIt is obvious,`however,that either of the addi'- tional one way clutches of Fig. 2 could be omitted if desiredwithout departing fromy the spirit and intent of my invention.

Thus, it can be seen that I have devised a simple, flexible transmission 'unit which is especially suit'- able for installationin a military tank, tractor, truck or automobile.

, What I claim as new and desire to secure vby Letters Patent of theUnited States is;

1. In a power transmission device, the combi.- nation of a transmission case, an epicyclic gear train comprising a driving gear, a. driven gear, planet gears engaging saiddriving and driven gears, a planet carrier, a one-way brake for releasably connecting said planet carrier to said transmission case, a hydraulic device including a pump wheel, a turbine wheel and a reaction wheel,

.said pump wheel and reaction wheelbeing connected respectively to the driven gear and the planet carrierv of said epicyclic gear train.

`engaging said ldriving and driven gears, said planet gears being rotatable with respect to said planet carrier, a one-way brake for releasably connecting said planet carrier to said transmission case, a hydraulic device comprising a pump wheel, a turbine wheel and a reaction wheel, said pump wheel and reaction wheel being connected respectively to the driven' gear and the vplanet carrier of said epicyclic gear train and said turbine Wheel being connectedto the driven shaft. 3. In a power transmission device, the combination of a transmission case, an epicyclic gear train comprising a driving gear, a driven gear, planet gears engaging said driving and vdriven gears, a planet carrier, a one-way brake for releasably vconnecting said planet carrier to said transmission case, a hydraulic device including a pump wheel, a turbine wheel and a reaction wheel, said pump wheel and reaction wheel being connected respectively tothedriven gear and the planet carrier of said epicyclic gear train, and an Y tends to overrun the former.

4'. Ina power transmission device, thefcombination of a transmission case, a driving shaft, a

driven shaft, an intermediate drive shaft, an intermediate reaction shaft, an epicyclic Vgear train including a driving gear attached to said driving shaft, a ydriven gear attached to said intermediate drive shaft, aplanet carrier attached to said intermediate reaction shaft, and a plurality of planet gears engaging said driving and driven gears, said planet gears being rotatable with respect to said planet carrier, a one-way brake for releasably connecting said planet carrier to said transmission case, a hydraulic device comprising a pump wheel attached to said intermediate drive shaft, a turbine wheel attached to said driven shaft, and a reaction wheel attached to said intermediate reaction shaft, and an automatic one-way clutch for locking said intermediate reaction shaft to said driven shaft when said reaction wheel tends to overrun said turbine wheel.

5. In a power transmission device, the combination of a transmission case, a driving shaft, a driven shaft, an intermediate drive shaft. an intermediate reaction shaft, an epicyclic gear train including a driving gear attached to said driving shaft, a driven gear attached to said intermediate drive shaft, a planet carrier attached to said'intermediate reaction shaft, and a plurality -l of planet gears engaging said driving and driven gears, said planet gears being rotatable with respect to said planet carrier, a one-way brake for 10 releasably connecting said planet carrier to said transmission case, a hydraulic device comprising a pump wheel attached to said intermediate drive shaft, a turbine Wheel attached to said driven shaft, and a reaction wheel attached to said ihtermediate reaction shaft, an automatic one-way clutch for locking said intermediate reaction shaft to said driven shaft when said reaction Wheel tends to overrun said turbine Wheel, and an automatic one-way clutch for locking said intermediate reaction shaft to said intermediate drive shaft when said reaction wheel tends to overrun said pump wheel.

EMIL F. NORELIUS.

REFERENCES CITED The following references are of record in the le of this fpatent:

UNITED STATES PATENTS Number Name Date 2,196,585 Giette Apr. 9, 1940 2,232,101 DeTurk Feb. 18, 1941 2,308,547 Schneider Jan. 19, 1943 2,365,879 Jandasek Dec. 26, 1944 

